Saab 9-3 Aero TTiD 2008 Review

Saab 9-3 Aero TTiD

Not so much
>> Whole package is old
>> Dash rattles and squeaks
>> Too expensive

Overall rating: 2.5/5.0
Engine/Drivetrain/Chassis: 3.0/5.0
Price, Packaging and Practicality: 2.5/5.0
Safety: 3.5/5.0
Behind the wheel: 3.0/5.0
X-factor: 2.5/5.0

About our ratings

OVERVIEW
The pros and cons for modern turbodiesels are a hot topic of debate. Most recently the elevated price of the fuel itself has seen some pundits weigh in with strong opinions that those who champion diesel Down Under are in a daze. The payback period is at best long, theoretical in some cases, they argue. At the price of diesel today, the extra kms/litre simply don't add up...

While it's hard to argue with the maths, there's also a sense of the baby been thrown out with the bath water when fuel economy alone becomes the basis for the petrol v diesel decision. At present most turbodiesels offered Down Under are performance, rather than economy, options. The fact they deliver better fuel economy is almost a bonus in some models.

Saab's latest twin-turbo TTiD diesel is a case in point. Look up 'Aero' in a dictionary of Saab and you'll see the designation is reserved for the highest performance derivatives of respective models. That this iconic badge should be applied to a turbodiesel should give you a clue that this isn't your common or garden-variety oiler.

PRICE AND EQUIPMENT
The Aero TTiD models arrive near the top of the Saab 9-3 range. Sedan and wagon versions will be offered in both six-speed manual and automatic transmission variants. While the turbocharged V6 petrol Aero range also offers a Convertible model, there are no plans to extend the TTiD powertrain to the open car -- at least at this time.

Saab simplified trim-level specification for the MY08 model 9-3s offering Linear, Vector and the top-of-the-range Aeros. In pricing terms, the TTiD Aero effectively splits the difference between the Vectors and the existing turbo V6 Aero models. It nonetheless remains a fully-fledged Aero model and boasts a full complement of equipment.

The manual Aero TTiD Sport Sedan is priced from $62,600 with the auto adding $2500 ($65,100). That ends up the same price as the manual Aero TTiD SportCombi wagon.

The most expensive TTiD model is the auto Aero SportCombi priced from $67,600. By way of comparison the corresponding V6-turbo Aeros start at $70,600 (manual sedan) and range through to $75,600 (auto wagon).

As detailed in our local launch coverage of the MY08 range (more here) all 9-3s arrive Down Under with heated front leather seats, rain-sensing wipers, automatic climate control, welcome and leaving lighting function, clever Nightpanel instrument settings (that dims all but the speedo and only shows warnings when required), cooled glovebox, splitfold rear seat with skiport, Bluetooth prep, trip computer and steering wheel-mounted audio/info controls.

Among the external features the Aero models add are bi-xenon headlights with washers, foglamps, bodykit, 17-inch five-spoke alloys (18s are optional, available packaged with active headlamps and a sunroof for $4500) and lowered (10mm) sports suspension.

Other premium segment 'must-haves' such as parking assistance, folding mirrors, remote alarm and electrically-adjustable front sport seat and leather and audio upgrades (BOSE branded in this case) are also Aero standards. So are leather-trimmed sports wheel and gearshift and matt chrome interior trim.

In comparison to the German marques, the 9-3's option list is short -- especially at Aero level. Metallic paint is a $1300 option and there's a premium natural leather upgrade available at $4000. No factory installed satnav system is available on the 9-3.

MECHANICAL
Compared to the single turbo TiD, it's the 'above-the-odds' punch of the new twin-turbo common-rail direct-injected diesel engine that elevates this oiler to Aero status. Rated at 132kW and 400Nm in manual form, this is the equal torquiest engine currently offered in a Saab. Matched only by the limited edition Turbo X turbocharged V6 petrol range-topper, the TTiD is 50Nm ahead of the regular 2.8-litre V6 petrol Aero turbo and 80Nm torquier than the single-turbo TiD models.

In deference to the transmission, the auto-equipped TTiD is softened to produce 370Nm, though power is unchanged.

The new engine is a development of the current Fiat-sourced four-cylinder 16-valve 1.9TiD engine. Out goes the single blower, replaced by twin, sequential units. This set up sees the smaller turbo in operation up to around 1500rpm at which point it is joined by the larger unit through to 3000rpm. Above this mark, it's the big blower that's doing all the work.

The set up is designed to minimise lag and give the widest and most fulsome power delivery possible. At 1750rpm, better than 90 per cent of peak torque is available, Saab says.

So much has changed in the evolution from TiD to TTiD that the twin-turbo should be considered a 'new' engine, according to the maker. As well as employing two-stage turbocharging, the new engine gets a larger intercooler, new camshaft housing design, redesigned alloy cylinder-head, new fuel system (including higher pressure fuel pump and new injectors), new inlet and exhaust manifolds and catalytic converter, reinforced cast-iron block, stronger pistons and conrods and many other other detailed changes.

Compared with the single-turbo diesel, the TTiD engine adopts a higher maximum boost pressure (1.8 bar against 1.1-1.4 bar), offset by a reduced compression ratio of 16.5:1 (17.5:1 for the single-turbo). Capacity (1910cc) and the bore and stroke (90.4 x 82) of the oversquare engine are unchanged, however.

Visible emissions are controlled by a particulate filter.

Saab claims the manual transmission TTiD Sport Sedan sips diesel at an average rate of 5.7L/100km, while the manual SportCombi is 0.1L/100km thirstier. The auto sedan and SportCombi are rated at 6.8 and 6.9L/100km respectively. The manuals' claimed economy figures are up to 0.5L/100km better than Saab's claims for the 110kW/320Nm TiD!

Acceleration times are better than the standard turbodiesel to boot. Zero-100 times are 8.5/8.9sec for the manual/auto variants -- 1.1 and 2.1sec better than the TiDs, but 1.8/1.4sec slower than the petrol Aeros. More importantly, Saab claims the TTiD matches the Aero petrol V6 turbo in fifth gear (manual) 80-120km/h roll-on acceleration. This is a better measure of real world flexibility in our book.

Most of the rest of the mechanicals of the TTiD are carried over from the petrol Aero models including suspension, four-wheel disc brakes (314mm fr, 292mm rr) and six-speed manual and auto gearboxes. Like the TiD, it uses an electro-hydraulic power steering system.

At this point in time the TTiD powerplant will only be offered as a front-wheel drive, says GM Premium brands. The extension of Saab's new XWD (Cross Wheel Drive) all-wheel-drive system into the Aero range will be limited (for the time being, at least) to the petrol variant, we're told.

PACKAGING
We'll refer you to our MY08 launch coverage for more (see link above). Suffice to say, the 9-3 is very plainly showing its age -- especially in terms of its packaging.

Saab claims over 2000 changes were made in the MY08 overhaul. The new bonnet and front guards return to the classic clamshell profile that Saab aficiandos love. It's smart and oh so Swedish (and works well with the Aero add-ons) but parked next to the current crop of premium and near-premium medium cars even the updated 9-3 looks O-L-D.

Inside too, it's showing its age. The tall cowl and lack-lustre dash is more late-1990s GM than cutting-edge Euro chic. Our test car even had the requisite annoying dash rattle and squeak -- and this with less than 2000km on the clock.

The basics are good (eg: splitfold rear seat flexibility; there's reasonable room front and rear; and the seating and driving positions are well fashioned) but you can get exactly the same accommodation in a five-year-old sub-$20K used 9-3.

This has to hurt Saab when it comes to persuading people to part with nearly $70K for a 'new' TTiD.

SAFETY
On the other hand, Saab's long term reputation for safety can be a plus -- long in the tooth but five-star EuroNCAP rated 9-3 included.

There's little in the commonly loaded safety armoury for which the 9-3 wants.

Saab invented the active headrests that are standard-fit across all 9-3 models (and now used by many other manufacturers) and the 9-3 comes standard with stability and traction control and anti-lock brakes -- with electronic brake-force distribution, brake assist, and cornering brake control.

All TTiD models (all 9-3 sedan and SportCombi models for that matter) are fitted with dual-stage front airbags, front head/thorax side airbags and full length curtain airbags ("roof rail" bags in Saab parlance).

COMPETITORS
Saab claims its new twin turbo TTiD diesel is a "world first" in the premium car segment. In truth, BMW has employed sequential turbocharging on its high-performance six-cylinder diesel powerplants for some time. The 535d introduced the Bavarians' system in late 2004.

More recently that maker also added twin turbos to its 2.0-litre four-cylinder diesel. It offers a 123d diesel 1 Series in selected markets in Europe.

Down Under the TTiD Aero is inevitably pitched against the single turbo midsized oilers from BMW (320d -- from $51,400), Mercedes-Benz (C 220 CDI -- from 61,300) and Audi (A4 2.0 TDI -- from $54,900). The Germans have badge value and where once their relatively specification adjusted pricing would have delivered the Saab a significant 'driveaway' price advantage, the competition between the big three mean the gap has been narrowed -- a lot!

This is not good news for Saab either.

Take for example BMW's 320d. Optioned to Executive Sport level (from $64,813) this six-speed auto sedan gives away 17kW and a substantial 40Nm (but not much in real world performance) to the $65,100 auto Aero TTiD Sport Sedan.

Where once a BMW at this level would have been a 'stripper' the 320d Exec Sport matches it for leather sport seats, sports suspension, and bodykit and also rolls on handsome 17-inch wheels. Sure you'll need to add further cost to the BMW to match the Saab's Xenons and alarm, but the gap is narrower than it's ever been.

The same can be said for the Benz and Audi…

VW meantime is a rising star in the near-premium ranks and Volvo's five-cylinder diesels have a lot going for them. Given both V-brands' burgeoning sports accessory line-ups (both dubbed 'R' by coincidence), a cleverly optioned S40 D5 or Passat TDI could both be value-packed thorns in the Aero's side.

Marketing capital aside, there's plenty to endear the new engine to buyers from a mechanical point of view. If, and it's a big if, the rest of the aging 9-3 package is to your liking.

As advertised, the engine is torque rich and quite linear in its delivery. It's not going to knock your socks off in standing start terms, but there's never any shortage of in-gear acceleration. On the open road it's both quick and frugal. Its extra midrange urge, and the way it continues into the higher revrange (in diesel terms), are what separate it from the standard TiD version.

What it isn't, is quiet. While the latest generation turbodiesels from BMW and VW Group are bordering on sonorous, the TTiD (and TiD) and their Italian (and Opel) counterparts remain clattery and distinctly diesel. And unlike some other brands, this is obvious whether you're in or out of the car (or have the window up or down).

We tested both auto and manual models in a quick afternoon drive at Holden's Lang Lang proving ground, then grabbed a manual TTiD for a full week's work around Melbourne.

This would be a great engine on which to hit the highway, set the cruise at 140km/h and let the prodigious midrange do the work… If we had real highway speed limits that is.

The six-speed manual is a pleasant, if a touch rubbery, box to use. Around town the temptation is to change too often -- it takes some discipline to stay a gear higher and let the TTiD do the work. When you do, however, there's a marked difference in both the average fuel economy and your demeanour.

In practical terms we'd probably opt for the auto, however. The six-speeder seemed well matched to the engine's delivery in our quick blat around Land Lang's various bitumen and unsealed loops. The 'lost' 30Nm weren't missed either…

With the benefit of a closed road we were able to let the TTiD (and the AWD Turbo X -- see separate drive impression) have its head.

The Aero is more tightly controlled than the standard 9-3 with commendably high levels of grip and good roll control without any serious ride compromises. In terms of a relatively hefty front-wheel-drive sedan (and wagon) the Aero is mostly neutral and understeer is well controlled.

If you're able to fathom the menu-based control and disable the stability control, there's a hint of lift-off oversteer available to the keen driver (especially on the dirt), but mainly this is a car that wants to stay neat and rewards its helmsman accordingly. You'd expect such good manners from cars tuned on the snowy roads of Sweden.

Already TiD single-turbo diesel models account for nearly one-third of Saab sales Down Under. Though the Swedish brand came late to the diesel party, it's looking for the high-tech twin-turbo TTiD variant to not only win additional sales but also cement the company's position as a purveyor of "responsible performance".

With the constraints of the aging 9-3 package, the car is true to this aim. That said, we'd be hard pressed to admit to being happy to part with the better part of $70K to drive away with one...

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